A control system for a movable body configured to move by utilizing a motor torque generated by a drive motor, is provided. The system includes the drive motor including a rotor configured to output a rotational force and provided with a variable-magnetic-force magnet, and a stator opposing the rotor with a gap therebetween and provided with a plurality of coils. The device includes a powertrain component provided so as to be associated with the drive motor, and a controller having a magnetization controlling module configured to control magnetizing current flowing through the coils so as to change a magnetic force of the magnet. During a magnetization control in which the magnetic force of the magnet is increased by the magnetization controlling module, the controller operates the powertrain component to suppress an increase in a moving force applied to the movable body due to an increase in the motor torque.

A method for operating a motor vehicle drivetrain having a transmission connected between a drive aggregate and a drive output, a Power Take-Off (PTO) that can be coupled to the drive aggregate on drive aggregate side to take up drive torque from the drive aggregate. In order to determine the torque taken up by the PTO, the transmission is first shifted to interrupt torque to the transmission output. Thereafter, a defined torque is delivered by the drive aggregate, at least with the PTO coupled to the drive aggregate, and, during this at defined time-points, rotational speeds of a shaft driven by the drive aggregate are determined and from this an angular acceleration of the shaft is determined. A first torque of the shaft is determined from the shaft angular acceleration while the PTO is coupled. Based on the first torque, the torque taken up by the PTO is determined.

A powertrain system configured to transfer torque to a driveline is described, and includes an internal combustion engine, a torque converter, a transmission, an electric machine, and a controller. The engine is configured to operate in one of an all-cylinder mode and a dynamic deactivation mode to generate an engine torque. The electric machine is configured to generate a motor torque. The motor torque and the engine torque combine to generate an output torque that is transferable to the driveline and is responsive to an output torque request. The controller is in communication with the engine, the torque converter, the transmission, and the electric machine. The controller includes an instruction set that is executable to operate the engine in the dynamic deactivation mode to generate engine torque, and operate the electric machine to generate motor torque to supplement the engine torque to generate the output torque.

A method is described for calibrating a characteristic diagram of a working machine. The characteristic diagram includes a brake pedal characteristic of a brake system and at least one clutch characteristic of a drive input clutch which, in the calibrated condition, have a nominal relationship to one another. The method having the steps of: determining a wheel-side drive output torque; determining an actual brake pedal characteristic with reference to the drive output torque; determining an actual relationship that differs from the nominal relationship by comparing the actual brake pedal characteristic with a nominal brake pedal characteristic; and calibrating the brake pedal characteristic or the clutch characteristic in such manner that the actual relationship corresponds to the nominal relationship. In addition a working machine with a control unit for carrying out the method is described.

A system for proactively controlling rimpull limit of a machine includes a hydraulic system having a lift cylinder to move an implement; a lift cylinder pressure sensor that senses a hydraulic pressure of the lift cylinder and responsively produces a lift cylinder pressure signal; and a controller in operable communication with the power train and the lift cylinder pressure sensor. The controller is configured to receive the lift cylinder pressure signal; determine the rimpull limit based at least in part upon the lift cylinder pressure signal; and adjust the torque of the power train to the rimpull limit.

A method for setting an idling speed of an internal combustion engine of a motor vehicle, in which the idling speed of the internal combustion engine is increased if a predetermined power request within an on-board power system of the motor vehicle is detected, wherein a generator for electrically supplying the on-board power system is driven by the internal combustion engine, and wherein the internal combustion engine is connected to a transmission of the motor vehicle, wherein the connection between the internal combustion engine and the transmission is disconnected, and/or a predetermined braking force is made available by means of at least one brake of the motor vehicle if the predetermined power request is detected.

A system for proactively controlling a rimpull limit of a machine includes a hydraulic system having a lift cylinder to move an implement; a lift cylinder pressure sensor that senses a hydraulic pressure of the lift cylinder and responsively produces a lift cylinder pressure signal; and a controller in operable communication with the power train and the lift cylinder pressure sensor. The controller is configured to receive the lift cylinder pressure signal; determine the rimpull limit based at least in part upon the lift cylinder pressure signal; and adjust the torque of the power train to the rimpull limit.

Methods and systems are provided for adjusting noise, vibration, and harshness (NVH) limits for a vehicle based on an occupancy level of the vehicle. The occupancy level is inferred based on a number of occupants and their position within a vehicle, and further based on a degree of interaction of a primary occupant with vehicle controls. As the occupancy level decreases, NVH constraints for operating the vehicle are reduced and one or more vehicle operating parameters nay be based on the reduced NVH constraints.

A control apparatus for a vehicle provided with a power source and a fluid transmission device that includes a lockup clutch. The control apparatus includes: (a) a follow-up-running control portion for controlling a follow-up running in which the vehicle automatically runs following a preceding vehicle with a predetermined inter-vehicle distance to the preceding vehicle; and (b) a lockup-clutch control portion for controlling the lockup clutch such that an operation state of the lockup clutch is placed in one of a released state, a slipping state or an engaged state. The lockup-clutch control portion is configured, during the follow-up running, to execute a fluid-temperature increase suppressing control for controlling the operation state of the lockup clutch in a manner that suppresses increase of a temperature of a working fluid which circulates in the fluid transmission device and which is used to switch the operation state of the lockup clutch.

A control apparatus for an all-wheel drive vehicle that includes (i) a power source, (ii) a power distribution device for distributing a power from the power source to front and rear wheels, (iii) a differential limiting mechanism for placing the power distribution device in a differential limiting state in which a rotational difference between the front wheels and the rear wheels is limited, and (iv) a braking device for applying a wheel braking torque to each of the front and rear wheels. When the power distribution device is placed in the differential limiting state and the wheel braking torque is applied to each of the front wheels and the rear wheels, a torque limiting control is executed for setting an upper limit value of a torque of the power source to a smaller value when the wheel braking torque is large than when the wheel braking torque is small.